Automatic airplane safety raising and guiding device



A. ZUKOR Aug. 7, 1945.

AUTOMATIC AIRPLANE SAFETY RAISING AND GUIDING DEVICE Filed Sept. 10, 1942 4 Shee ts-Sheet 1 INVENTOR. Hr/w/alZu Ivar BY I ATTORNEY Aug. 7, 1945. 1 A. ZUKOR 2,381,478

AUTOMATIC AIRPLANE SAFETY RAISING AND GUIDING DEVICE Filed Sept. 10, 1942 4 Sheets-Sheet 2 u ltnulinnununu n u q' c u n n can INVENTOR.

. Arnold Zzl'or- A7 TUR/VEY A. ZUKOR Aug. 7, 1945.

AUTOMATIC AIRPLANE SAFETY RAISING AND GUIDING DEVICE Filed Sept. 10, 1942 4 Sheets-Sheet 3 INVENT OR. firrealdZu Cor wWM ATTORNEY Aug. 7, 1945. A. ZUKOR 2,381,478

AUTOMATIC AIRPLANE SAFETY RAISING AND GUIDING DEVICE Filed Sept. 10, 1942 4 Sheets-Sheet 4 3 5' INVENTOR.

BY 4173016! Za/ror 8 ATTORNEY Patented Aug. 7, 1945 AUTOMATIC AIRPLANE SAFETY RAISING AND GUIDING DEVICE Arnold Zukor, New York, N. Y. Application September 10, 1942, Serial No. 457,822

6 Claims.

This invention relates to an automatic airplane safety raising and guiding device.

Accidents in which airplanes fly into the sides of mountain occur quite frequently. They usually occur in fog or storm or on dark nights. This invention proposes an automatic device for raising an airplane as it approaches a mountain and lowering it after it has passed, so as to avoid the accidents specifled. Furthermore, the automatic device will also guide the plane to avoid mountains and hills by flying around the same, if this is practical without straying too much from the course.

More specifically, the invention proposes characterizing the automatic device by a tape which is flexible longitudinally so that it may be wound and unwound on spools or rollers, and which is rigid transversely. It is proposed that this tape have the contour of one side shaped to correspond with the altitude flying requirements of a plane operating between certain points. It is furthat proposed that the other side of the tape be shaped to correspond with the theoretical ideal course between the points, which may or may not be in a straight line. It is proposed that the automatic safety raising and lowering and guiding be I controlled by the edges of the tape.

The invention contemplates a time control means for driving said tape which will operate in conjunction with seconds indicating mechanism of an electric clock for controlling the flying schedule of the plane. For example, one inch of tape may represent one mile of flying. With this proportion a practical device may be constructed for covering long periods of flying time, such as generally used by transport planes.

The invention also proposes that the face of the tape be imprinted with various cities or towns or airfield beacons or stations along the route, so that the pilot may continuously check for position with the position of the tape. It is proposed that the pilot advance or retard the tape at points of checking whenever it is off. With this arrangement the pilot will know his position at any point along the route merely by looking at and reading the tape. It is proposed to provide the tape with additional data such as the altitude of the land being flown over at any particular time. Thus the pilot may check the altitude of the plane with the altitude on the tape to make certain that everything is functioning correctly.

In accordance with this invention a different tape is required for each route, in the same manner as different films are required for different travels from New'York to Chicago, it is merely necessary for the pilot to place this particular roll of tape into his automatic safety and guiding device. on the trip back a return tape is required.

With this invention a plane will be as safe as a train on tracks in that the pilot will always know the location over which he is at any instant, Just as a locomotive engineer knows his tracks, stations, and similar landmarks.

Still further the invention contemplates the provision of means for automatically controlling the elevators of the plane controlled by the altitude control side of the tape. It is proposed to so construct this means that it will not interfere with the manual control of the elevators, or the robot control thereof. Similarly, a means is proposed for automatically controlling the rudder or the compass of the plane controlled by the course side of the tape. This latter means is also to be constructed to work independently and not interfere with the manual or robot control of the rudder.

For further comprehension of the invention. and of the objects and advantages thereof, reference will be had to the following description and accompanying drawings, and to the appended 2 claims in which the various novel features of the invention are more particularly set forth.

In the accompanying drawings forming a material part of this disclosure Fig. 1 is a perspective schematic view of an automatic airplane safety raising and guiding device shown applied to the control stick, elevators and rudders of a plane, which is not illustrated on the drawings, as it forms no part of the invention.

Fig. 2 is a horizontal sectional view taken on the line 2-2 of Fig. 1.

Fig. 3 is a fragmentary vertical sectional view taken on the line 3-3 of Fig. 2.

Fig. 5 is a fragmentary perspective view of a portion of the tape shown in Fig. 2.

Fig. 6 is a fragmentary vertical sectional view taken on the line 8-6 of Fig. 1.

Fig. 7 is a fragmentary horizontal sectional view taken on the line 1 of Fig. 1.

Fig. 8 is a fragmentary vertical sectional view taken on the line 8-8 of Fig. 1.

Fig. 9 is a fragmentary horizontal sectional view taken on the line 0-8 of Fig. 8.

Fig. 10 is a fragmentary horizontal sectional motion picture screens. For example, if a plane 5 View taken 11 the line l 1' 8- w ll.

2 assure Fig. 11 is a fragmentary horizontal sectional view taken on the line I|-ll of Fi 8.

Fig. 12 is a fragmentary horizontal sectional view taken on the line i2-l2 of Fig. 8.

Fig. 13 is a schematic wiring diagram of the mechanism which controls the rudders.

Fig. 14 is a schematic wiring diagram for the mechanism which controls the elevators.

The automatic airplane safety raising and guiding device, according to this invention, includes a tape it of aluminum or other similar material which is flexible longitudinally so that it may be wound and unwound on'spaced spools ll rotatively supported on shafts [2 having their ends fixedly supported in brackets ll mounted within a casing ll positioned in close proximity to the pilot of the plane. The right hand spool II has its shaft l2 connected with a spring motor I! which continuously pulls on the tape it tending to unwind it from the left hand spool I l and wind it on the right hand spool. The motor I! is provided with a knob It by which the spring thereof may be rewound when desired. The knob i6 is arranged in position behind the opening ll formed in one wall of the casing M. This opening is adapted to be closed by means of a door ll having one side supported upon hinges II and provided at its other side with a pivotally mounted keeper 20 engageable with a bolt 2| for holding the door closed. When the door I! is opened one's hand may be inserted into the casing H for winding the motor I! through the medium of the knob it.

The tape I is formed with spaced rows of sprocket openings 22. Spaced sprocket wheels 23 engage the top and bottom faces of the tape iii in alignment with the rows of openings 22. These sprocket wheels 28 are fixedly attached to shafts 24 which have their ends rotatively supported in brackets 25 mounted within th casing II. The topmost sprocket wheels 2! are provided with projecting teeth 28 which are engageable with complementary openings 21 formed in the bottom sprocket wheels 23. To engage the teeth 26 with the openings 21 it is necessary that the teeth 2! pass through the spaced rows of sprocket openings 22 formed in the tape 10. Thus the sprocket wheels 23 act as guide rollers to maintain the tape moving in a constant position spaced laterally of the sides of the casing ll.

The tape it has the contour of its side 28 shaped to correspond with the altitude flying requirement of an airplane between certain points. The tape likewise has its other side 28 shaped to correspond with the theoretical ideal course between the two points being flown by the airplane and which course may or may not be in a straight line. As shown in Figs. 2 and 5, the side may be formed with projected p rtions or recessed areas designed to control the elevators ll of an airplane tail assembly 3| for causing the plane to be raised or lowered corresponding with the contour of the earth's surface. The side 29 is similarly formed with recessed or projected areas in a manner to control the rudder 32 of the tail assembly 3| in a manner to cause the plane to fly to the right or left of a given point.

The top face of the tape III is also imprinted with data 33 which will facilitate the continuous checking of the route of the plane giving the proper altitude, time schedule and other information which will be available to be checked by the pilot to determine whether or not the plane is meeting proper requirements to avoid accidents. The data 33 will be visible through an opening 84 formed in the top face of the casing ll. This opening is closed by a glass 3! having a hairline II which is adapted to be aligned with the data 33 in a proper relationship to the movement of the plane.

A magnifying glass 21 is mounted over the openings 34 and is provided for the purpose of enlarging the information aligned with the hairline 38 so as to be easily visible to the pilot.

An electric clock mechanism II is mounted within the casing ll and has a rotative shaft II extended therefrom and above the tape l0 and rotatively supported in brackets ll. A similar shaft 4| is mounted beneath the tape II at a position directly below the shaft 39 and has its ends also rotatively supported in brackets ll. Sprocket wheels 42 are mounted upon the shafts 38 and 4|. The topmost sprocket wheel 42 has projecting teeth 43 which pass through a central line of sprocket openings H formed in the tape Hi to engage recesses 45 formed in the periphery of the lowermost sprocket wheel 42. The line of openings 4| are formed at a point between the lines of openings 22. The clock control mechanism I8 is geared to feed the tape III at the rate of one inch for each mile flown. As the clock mechanism 38 feeds the tape Ill the spring motor II will wind it upon the left hand spool H. The clock mechanism 28 has an extended knob ll in alignment with the door II. This knob ll may be pulled out to the position indicated by the dot and dash lines 48' to declutch the clock mechanism 38 from the shaft 38 so that it may be rotated by hand through the medium of the knob 48, permitting the pilot to advance the tape or retract the tape in the event the plane is flying at a greater or lesser sp ed than the tape it is being advanced. Then the pilot must disregard the time inscription on the tape, during the remainder of the particular trip.

The movement of the tape relative to the movement of the airplane is determined by not'ng cities over which the plane is flying, and then checking with the tape to determine whether the same portion of the tape is aligned with the hairline 36. If this is not the case the position of the tape must be adjusted to align the proper portion of the tape with the area over which the plane is flying. V

The interior of the airplane, which is not shown on the drawings, is provided with a stick 41 which extends vertically and is provided at its bottom end with an outwardly extending shaft ll rotatively supported in brackets 49 fixedly mounted within the airplane. The shaft 40 carries plates 50 to which cables ii are attached. More spec iically, the cables at one of their ends are attached to the plates 50 and the other of their ends attached to lugs 52 mounted on the top and bottom faces of the elevators 3B for causing the elevators to be pivoted upwards or downwards as the stick I1 is pivoted forwards and rearwards. The top portion of the stick rotatively supports a shaft 83 which is provided at one end with a large handle 54 by which the shaft 53 may be manually turned. The inner end of the shaft 53 carries a pulley 55 over which the central portion of a cable 58 extends. The free ends of the cable 58 are attached to lugs 51 mounted on the sides of the rudder 32 for causing the rudder to be turned to the right or the left, depending upon the direction in which the handle 54 is turned.

Means is provided in connection with the altitude control side 28 of the tape ill for moving the elevators 30 to control the altitude at which the airplane will fly. This means comprises a lever 58 which is pivotally mounted intermediate of its ends upon a bracket 59 mounted within the easing I4. One end of the lever 58 rotatively supports a roller 88 which engages the altitude control supply side 28 of the tape I9 and pressed thereaginst by a spring 58'. The roller 59 is provided with large flanges 89 which engag the top and bottom faces of the tape I 9 and assist in stiffening the tape transversely so that the contour of the side will cause the lever 58 to be pivoted as the tape I9 is drawn past the ro ers 89. The rollers 89 will merely roll along the edge of the tape. The other end of the lever 58 is provided with a metallic tip 8| which is insulated from the remainder of the lever 58. This tip operates across arheostat 82 mounted within the casing I4. The rheostat 82 is in a circuit 83 including a source of power not shown, and the winding 84 of an electro-magnet or solenoid 85. The electro-magnet or solenoid 85 is mounted within a casing 88 mounted on the side of the control stick 41. The solenoid 85 has a core 81 which is urged into the neutral position shown in Fig. 8 by means of a spring 88. The spring 88 operates between a collar 89 mounted on the core 81 and a flxed portion 19 of the casing 88.

The bottom of the end of the control stick 41 is fixedly attached to a tube 1| by means of pins 12. The shaft 48 carrying the plates 59 is extended through the tube 1|. A casing 13 is fixedly attached on one end of the tube 1| by means of pins 13. The interior of the casing 13 is pro-- vided with an electric motor 14 including a, reversing switch 15. The reversing switch 15 is adapted to be manually closed in one direction so that the passage of current through the closed switch 15 in one direction or the other may be controlled by a master control switch to be hereinafter set forth. It is intended that the switch 15 be used merely for testing purposes for reversing the flow of current in the motor 14 only when the master control is closed. The electricmotor 14 drives a transmission system 18 which ends in a bevel gear 11. The bevel gear 11 in turn meshes with a second bevel gear 18 mounted upon a shaft 19 rotatively supported in a bracket 89 fixed to one wall of the casing 13. The shaft 19 also carries a worm pinion 8| meshing with a large worm gear 82 fixedly mounted on a portion of the shaft 48. A master control is provided for controlling the flow of current through the normally closed reversing switch 15 to cause the motor 14 to be rotated in one direction or other to rotate the shaft 48 in one direction or the other independently of the tube 1| and control stick 41 for permitting the tape I9 to control movements of the elevators 39.

The core 81 of the solenoid 85 is provided at its bottom end with a projected portion of insulation material upon which four contacts 83, 84, 85 and 85 are mounted at a given angular position above the. bottom end thereof. A second set of four contacts 81, 88, 89 and 99 are mounted on the bottom portion of the insulated part of the core 81 at a different angular position from the first set of four contacts. These contacts form a portion of the master control for causing the reversing of the motor 14. The bottom end of the core 81 is projected into the top end of a tube 9|. The tube 9| is also constructed of insulation material and is provided with a pair of spaced contacts 92 and 93. The contact '92 is adapted toengage against the contacts 83 and 84, and the contact 93 is adapted to engage across the contacts 85 3 and 88. These contacts 92 and 93 are normally positioned adjacent the bottom'ends of the contacts 83, 84, and 88 and will only engage these contacts when th core 81 moves downwards relative to the tub 9|. At a different angular position the tube 9| is provided with contacts 94 and 95. The contact 94 is adapted to engage across the contacts 88 and 89, while the contact is adapted to engage across the contacts 81 and 99. These contacts 94 and 95v are mounted above the contacts 81, 88, 89 and 99 and will engage these contacts only when the core 81 of the solenoid 85 moves upwards relative to the tube 9|. It is to be understood that the contacts 83, 84, 85, 88, 81, 88, 89 and 99 are mounted in a circuit 98 including the reversing switch 15, the motor 14 and a source of power not shown, for causing the reversing switch 15 to be thrown to the right or left to reverse the movement of the electric currents through the motor 14 and cause it to rotate in one direction or the other.

In connection with the master control it is pointed out that in Fig. 13 the bottom end of the core 81 has been developed to clearly illustrate the two sets of four contacts each. Similarly, the top end of the tube 9| has been developed and separated, as illustrated by the dot and dash arrow lines 91, bringing the contacts 92, 93, 94 and 95 into clear view on opposite sides of the two sets of four contacts each. It is believed that this will serve to clearly illustrate that the contacts 92, 93, 94 and 95 are normally disposed between the adjacent ends of the two sets of four contacts each with the contacts 92 and 93 serving to close the top set of contacts, while th contacts 94 and 95 serve to close the bottom set of contacts with the contact 95 engaging on the contacts 81 and 99.

The tube 91 is slidably supported within the interior of the casing 88. More specifically, the tube 9| is formed at one side with a radially extending flange 98 formed with an elongated vertical slot 99. A bracket I99 is mounted within the casing 88 and attached to one wall thereof by means of pins MI. The free end of the bracket I99 is bifurcated and has its arms extending along the faces of the flange 98. Pins I92 are extended between the arms of the bifurcated end of the bracket I99 and pass through the vertical slot 99 permitting the tube 9| to be moved vertically upwards and downwards.

Means is provided for moving the tube 9| in the direction in which the core 81 of the solenoid 85 moves causing the contacts 92, 93, 94 and 95 to mimic the movements of the contacts 83 to 99. This means comprises rack teeth I93 formed on one side of the tube 9| and which are engaged by a small pinion I94 rotatably supported upon a shaft I95 supported in a bracket I98 attached to a wall of the casing 88. A flexible drive shaft I91 has one of its ends attached to the shaft I95. The free end of the flexible shaft I91 is projected from the casing 88 and into the casing 13 and is attached to the end of the shaft 19 which supports the double gear 18. Thus when the motor 14 rotates the worm pinion 8|, to rotate the shaft 48, the flexible shaft I91 will transmit these rotations to the gear I94 to move the tube 9| either up or down, depending upon the direction in which the motor 14 is turning,

The peration of this device for raising the airplane is as follows:

As the tape I9 advances, if the altitude control side of the tape 28 has either a projection or recess it will cause the lever 58 to be pivoted in one direction or the other to move the metallic tlp across the rheostat 52. This movement of the tip 5| will cause more or less electrical current to be fed to the winding 54 of the solenoid 95. For the sake of this description, let us assume that the tip 5| moved downwards on the rheostat 92 in Fig. 13. This will cause the core 91 o! the solenoid 95 to move upwards, causing the contacts 94 and 95 to engage the contacts l1, 98, 99 and 90 as hereinbefore described, to complete the circuit 95 and cause the current to ass through the reversing swtich I5 in one direction to rotate the motor I4 to turn the shaft 49 and move the elevators 29 upwards to raise the airplane. Simultaneously rotations of the motor I4 will be transmitted to the small gear I94 through the medium of the flexible shaft I91 and raise the tube 9| to a position in which the contacts 94 and 95 will disengage the contacts 91 to 99 causing the contacts 92, 92, 94 and 95 to assume a normal position between the contacts 52 to 99 and the contacts 91 to 99 in the raised position of the core 91.

As the roller 99 moves downwards along the other side 01' the projection which caused the tip 5| to move downwards on the rheostat, the lever 54' will pivot in the other direction and move upwards on the rheostat 52. This will supply a lesser quantity of electricity to the winding 54 of the solenoid 55. This will free the core 51 of the solenoid 55 to be pulled downwards by the spring 99. This downward movement will cause the contacts 92 to 99 to be engaged by the contacts 92 to 92, completing the circuit 99 and causing the current to move through the reversing switch 15 in the opposite direction and cansing the motor I4 to rotate in the direction opposite to which it previously rotated and turn the shaft 49 back to its starting position and lower the elevators 29, causing the plane to level of! at the new altitude. The new rotative motion of the motor I4 will influence the gear I94 through the medium of the flexible shaft I91 and move the tube 9I downwards, causing the contacts 92, 92, 94 and 95 to again assume a neutral position between the contacts 82 to 95.

and 91 to 99, breaking the circuit and stopping the motor 91.

The plane will now be at its new elevation and it is to be understood that the operation of the altitude control mechanism is identical for low-.

ering the airplane, except for the fact that the tape will be formed with a recess engaged by the roller 59 instead of the projection previously described.

Means is also provided fOr automatically controlling the rudder 22 of the plane controlled by the course side 29 of the tape III. This mechanism is schematically illustrated in Fig. 14.

The course controlling means includes a lever I III pivotally supported on a bracket I I I mounted within the casing I4. One end of the lever II! is provided with a roller II2 having large flanges which engage the top and bottom faces of the course side 29 of the tape I and pressed thereagainst by a spring H0. The opposite end of the lever III) is provided with an insulated metallic tip II2 which operates across a rheostat II4 fixedly mounted within the casing I4. This rheostat II 4 is mounted in a circuit II5, including a source of power, not shown on the drawings, and the windings I I5 of a solenoid I I1. The solenoid H1 is also mounted within the casing 95 mounted on the side of the control stick 41. The solenoid II! has a metallic core III provided with a collar I I9. A contraction pring I29 operates between the collar III at a fixed point I2I of the casing II to pull the core IIl downwards relative to the winding III.

The bottom end or the core III continues into a bottom portion of insulation material provided with tour contacts I22, I22, I24 and I25 at a different angular position and beneath the contacts I22 to I25 the bottom insulated portion is formed with a set of contacts I29, I21, I29 and I29. These contacts I22 to I29 comprise a master control mounted in a circuit III for controlling the reversing switch III of an electric motor I22. In Fig. 14 the bottom end of the insulation portion of the core II 5 of the solenoid II I is developed to clearly illustrate the relationship between the contacts I22 to I29.

A tube I22 of insulation material engages the bottom end of the insulation portion of the core IIB of the solenoid Ill. The top portion of the tube I22 is formed with spaced contacts I24 and I25. These contacts I24 and I25 are adapted to engage the contacts I22 to I25. More speciiically, when the core III is moved downwards as will be hereinafter described, the contact I24 will engage the contacts I22 and I22, while the contact I25 will engage the contacts I24 and I25. This will cause the reversing switch III to be closed to cause the electric current to move through the field of the motor I22 in one direction. The opposite side of the top portion of the tube I22 is formed with contacts I29 and I21. The contacts 429 and I21 are adapted to engage the contacts I25 to I29 when the core II9 moves upwards. More specifically, the contacts I96 will engage the contacts I21 and I22 and the contact I21 will engage the contacts I29 and I29. This will cause the reversing switch I3I to be closed in the opposite direction, causing the current to move through the field of the motor I22 in the opposite direction, reversing the rotation of the motor.

In Fig. 14 the top end of the tube I22 has been developed and split into two parts which are shown on opposite sides of the developed bottom end of the core II8, as illustrated by the dot and dash arrows I29. This is done merely for illustrative purposes, and it is believed that it will assist in clearly illustrating which contacts engage the contacts I22 to I25 and which contacts engage the contacts I29 to I29.

The pulley wheel 55 over which the cable 55 extends is mounted fixedly upon a tube I29 which rotatively engages the free end of the shaft 52 which carries the handle 54. A casing I49 is fixedly mounted on the shaft 52 by means of a pin HI and rotatively engages about the inner end of the tube I 29. The inner end oi the tube I39 within the casing I49 is provided with a worm gear I42 engaged by a worm pinion I42, fixedly attached to a shaft I44 rotatively supported in a bracket I45 mounted on the wall of the casing I40. One end of the shaft I44 carries a bevel gear I45. This bevel gear I45 meshes with a second bevel gear I" mounted on a shaft I49. This shaft I48 extends from a transmission system I49 adapted to be rotated by the motor I22. The motor I22 is fixedly attached between a portion of the shaft 53 and the casing I49 within the casing I49.

The worm gears I42 and I42 serve to lock the tubular shaft I29 to the shaft 52 so that when the handle 54 is rotated to turn the shaft 52, the tube I39 will move therewith and pull on the cable 59 to turn the rudder 22 of the tail dependently of the handle 54.

assembly 3I to the right or the left, depending upon the direction in which the handle 54 is turned. This will influence thes course of the airplane causing it to turn either to the left or the right. By the same token, when the motor I32 is energized and caused to rotate in one direction or the other, the worm pinion I46 will turn the worm gear I42 and turn the tubular shaft I39 relative to the shaft 53, which will remain stationary. Movement of the tube I39 will rotate the pulley wheel 55 and also pull-on the cable 56, turning the rudder 32 either to the right or the left.

One side of the tube I33 is provided with a radially extended flange I56 formed with a vertically elongated slot II. A bracket I52 is attached to one wall of the casing 66 and has a bifurated end with its arms engaging opposite faces of the flange I50. Pins I53 pass through the arms of the bifurcated end of the bracket I52 and through the slot I5I for slidably supporting the tube I33 to move vertically. The bracket is attached to the wall of the casing 66 by means of pins I54.

Means is provided for moving the tube I33 to mimic the movements core II8 of the solenoid III and break the circuit I36 to the motor I32 after the rudder 32 has been moved the desired distance to change the course of the plane. This means is characterized by rack teeth I55 formed on a side of the tube I33 opposed to the flange I50. These rack teeth I55 are engaged by a small pinion I56 which is fixedly attached to a shaft mounted in a bracket I51. A flexible shaft I58 extends from the shaft supporting the pinion I56 and connects with the shaft I44 supporting the worm pinion I46. Thus as the motor I32 rotates in one direction or the other the flexible shaft I58 willbe similarly rotated to raise and lower the tube I53 as the solenoid I8 is raised and lowered to cause the contacts I34, I35, I36 and I3'I to assume a position between the adjacent ends of the two sets of four contacts each.

The operation of the course guiding mechanism is as follows:

As the tape I0 advances the roller II2 will roll along the edge thereof and cause the lever III'I to be pivoted as the roller engages projections and recesses on the course guiding side 29 of the tape I0. Movement of the lever III! will cause the metallic tip I I3 to move across the rheostat H4 and advance the circuit II5, energizing the winding II6 of the solenoid II! in direct relation to the movement of the tip relative to the rheostat. This will raise or lower the solenoid II8 similar to the solenoid 6'! in the altitude controlling mechanism in Fig. 13, to cause the contacts I34, I35, I36 and I3! to engage the respective ets of contacts, depending upon the direction in which the core IIB moves. This will control the passage of the electric current through the reversing switch |3I and cause the motor I 32 to rotate in one direction or the other to rotate the pulley 55 and pull upon the cable 56 to turn the rudder 32 either to the right or the left in- As the motor I32 rotates in one direction or the other the flexible shaft I 58 will be similarly rotated, rotating the pinion I56, raising or lowering the tube, depending on the direction in which the motor I32 is rotating. However, if the core II8 moves upwards the tube I33 will also move upwards, and vice versa. This will cause the contacts I34, I35, I36 and I3! to be similarly moved and assume their positions between the sets of contacts I22 to I25 and I26 to I23. This will break the circuit I30 and stop the motor I32.

The rudder will remain as directed until the roller II2 moves over its respective projection or out of its respective recess, causing the metallic tip II3 to be moved back to its normal position and again moving the solenoid H3 in a direction opposite to the direction in which it previously moved to again close the circuit I36 and cause the current to move in the opposite direction through the reversing switch I3I and rotate the motor I32 in the opposite direction and bring the rudder 32 back to its normal rearwardly extended position.

It will be noted that the control stick 41 or the handle 54 may be manually operated independently of the automatic control mechanism and similarly, the automatic control mechanism may function independently of any manual operation to cause the elevators 30 and rudder 32 to be pivoted as controlled by the sides of the tape III to influence the course of the airplane and prevent accidents which sometimes occur during blind flyi g.

While I have illustrated and described the preferred embodiments of my invention, it is to be understood that I do not limit myself to the precise constructions herein disclosed and the right is reserved to all changes and modifications coming within the scope of the invention as defined in the appended claims. I

Having thus described my invention, what I claim as new and desire to secure by United States letters Patent is:

1. An automatic airplane raising and guiding device having a tape which flexes so that it may be wound and unwound from spools and which is rigid transversely with the contour of one side shaped to correspond with the altitude flying requirernents of a plane between certain points and the contour of its other side shaped to correspond with the theoretically ideal course between the two points which may or may not be in a straight line, time controlled means for driving the tape in roportion to the flying schedule of the airplane, means for automatically controlling the elevators of said airplane from the altitude control side of said tape, and means for automatically controlling the rudder of said airplane from the course side of said tape, sai-d first means, cornprising a pivotally mounted lever having a roller at one end engaging the altitude control side of said tape, a rheostat, a metallic tip formed on the other end of said lever and engaging said rheostat to move across said rheostat as said arm is pivoted in one direction or the other by said tape. a master control circuit including a master control switch of an electric motor connected with the plane's elevators, a solenoid for throwing said control switch in one direction or the other for reversing the flowof current through the electric motor to rotate said motor in one direction or the other and move said elevators up or down, and an electric circuit including said tip, rheostat, solenoid and source of power for energizing or de-energizing said solenoid to influence the movements of said master control switch.

2. An automatic airplane raising and guiding device having a tape which flexes so that it may be wound and unwound from spools and which is rigid transversely with the contour of one side shaped to correspond with the altitude flying requirements of a plane between certain points comprising a pivotally mounted lever having a roller at one end engaging the altitude control side of said tape. a rheostat, a metallic tip formed on the other end of said lever and engaging said rheostat to move across said rheostat as said arm is pivoted in one direction or the other by said tape, a master control circuit including a master control switch of an electric motor connected with the plane's elevators, a solenoid for throwing said control switch in one direction or the other for reversing the flow of current through the electric motor to rotate said motor in one direction or the other and move said elevators up or down, and an electric circuit including said tip, rheostat, solenoid and source 01' power for energizing or de-energizing said solenoid to influence the movements of said master control switch, said master control circuit comprising said master control switch, said motor and a source of power connected together in series.

3. An automatic airplane raising and guiding device having a tape which flexes so that it may be wound and unwound from spools and which is rigid transversely with the contour of one side shaped to correspond with the altitude flying requirements oi! a plane between certain points and the contour of its other side shaped to correspond with the theoretically ideal course between the two points which may or may not be in a straight line, time controlled means for driving the tape in proportion to the flying schedule the airplane, means for automatically controlling the elevators of said airplane from the altitude control side of said tape, and means for automatically controlling the rudder of said airplane from the course side of said tape, said first means, comprising a pivotally mounted lever having a roller at one end engaging the altitude control side of said tape, a rheostat, a metallic tip formed on the other end 0! said lever and engaging said rheostat to move across said rheostat as said arm is pivoted in one direction or the other by said tape, a master control circuit including a mastencontrol switch of an electric motor connected with the planes elevators, a solenoid for throwing said control switch in one direction or the other for reversing the flow of current through the electric motor to rotate said motor in one direction or the other and move said elevators up or down, and an electric circuit including said tip, rheostat, solenoid and source of power for energizing or de-energizing said solenoid to influence the movements of said master control switch, said master control circuit, comprising said master control switch, said motor and a source of power connected together in series, and a manually controllable reversing switch connected in said master control circuit and normally closed in one direction to be used when desired to manually control the flow of current through said motor independent of said master control switch for testing purposes.

4. An automatic airplane raising and guiding e i e havin 8 pe which flexes so that it may be wound and unwound from spools and which is rigid transversely with the contour of one side shaped to correspond with the altitude flying requirements of a plane between certain points and the contour of its other side shaped to correspond with the theoretically ideal course between the two points which may or may not be in a straight line, time controlled means for driving the tape in proportion to the flying schedule of the airplane, means for automatically controlling the elevators of said airplane from the altitude control side of said tape, and means for automatically controlling the rudder oi said airplane from the course side of said tape, said latter means, comprising a pivotally mounted lever having a roller at one end engaging the course side 01 said tape, a rheostat, a metallic tip formed on the other end of said lever and engaging said rheostat as said arm is pivoted in one direction or the other by said tape, a master control circuit including a master control switch of an electric motor connected with the planes rudder, a solenoid or throwing said control switch in one direction or the other for reversing the flow of current through the electric motor to rotate said motor in one direction or the other and turn said rudder to the left or right, and an electric circuit including said tip, rheostat, solenoid and source of power for energizing or de-energizing said solenoid to influence the movements of said master control switch.

5. An automatic airplane raising and guiding device having a tape which flexes so that it may be wound and unwound from spools and which is rigid transversely with the contour of one side shaped to correspond with the altitude flying requirements of a plane between certain points and the contour of its other side shaped to correspond with the theoretically ideal course between two points which may or may not be in a straight line, time controlled means for driving the tape in proportion to the flying schedule of the airplane, means for automatically controlling the elevators of said airplane from the altitude control side of said tape, and means for automatically controlling the rudder of said airplane from the course side of said tape, said latter means, comprising a' pivotally mounted lever having a roller at one end engaging the course side of said tape, a rheostat, a metallic tip formed on the other end of said lever and engaging said rheostat as said arm is pivoted in one direction or the other by said tape, a master control circuit including a master control switch of an electric motor connected with the planes rudder, a solenoid for throwing said control switch in one direction or the other and for reversing the flow of current through the electric motor to rotate said motor in one direction or the other and turn said rudder to the left or right, and an electric circuit including said tip, rheostat, solenoid and source of power for energizing or de-energizing said solenoid to influence the movements of said master control switch, said master control circuit, comprising said master control switch, said motor and a source of power connected together in series.

6. An automatic airplane raising and guiding device having a tape which flexes so that it may be wound and unwound from spools and which is rigid transversely with the contour of one side shaped to correspond with the altitude flying requirements or a plane between certain points and the contour of its other side shaped to correspond with the theoretically ideal course between the two points which may or may not be in a straight line, time controlled means for driving the tape in proportion to the flying schedule of the airplane, means for automatically controlling the elevators of said airplane from the altitude control side of said tape, and means for automatically controlling the rudder of said airplane from the course side of said tape, said latter means, comprising a pivotally mounted lever having aroller at one end engaging the course side of said tape, a rheostat, a metallic tip formed on the other end of said lever and engaging said rheostat as said arm is pivoted in one direction or the other by said tape, a master control circuit including a master control switch 01. an electric motor connected with the planes l5 rudder, a solenoid for throwing said control switch in one direction or the other for reversing the flow or current through the electric motor to rotate said motor in one direction or the other and turn said rudder to the left or right, and anelectric circuit including said tip, rheostat, solenoid and source of power for energizing or de-energizing said solenoid to influence the movements of said master control switch, said master control circuit, comprising said master control switch, said motor and a source or power connected together in series, and a-manuallv controllable reversing switch connected in said master control circuit and normally closed in one direction to be used when desired to manually control the flow of current through said motor independently of said master control switch for testing purposes.

ARNOLD ZUKOR. 

